VVC 46_Layout 1.qxd - Veteran Vespa Club

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SPRING 2011
No. 46
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VVC CLOTHING
To order: All sizes (generous fit)
Polo shirt in pale blue with embroidered VVC badge ------------------------------£10
T shirt in pale blue with embroidered VVC badge (L & XL only) ------------------£8
Fleece 380gsm in royal blue embroidered VVC badge ----------------------------£20
Wind/Waterprood lightweight jacket with hood rolled into collar in dark blue
with printed VVC logo on back --------------------------------------------------------£20
Printed t shirt in dark blue with printed VVC logo -----------------------------------£8
Hi vis with printed cog badge on back -------------------------------------------------£5
Please add £2 postage for all clothing items. See Club Shop on web site for more items.
All items may be bought and paid for on the web site including Club Gear and Cog Badges.
treasurer@veteranvespaclub.com
Send orders and cheque payable to VVC (UK) Ltd, to:
28 Greenway, Letchworth Garden City,
Herts SG6 3UG
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Keeping on the road
attached to the Vespa name need to
compare the number of re-badging kits
around to convert LML to Vespa as
opposed to those for converting Vespa
to LML. Then they will have their
answer.
Amongst these pages you will find an
article by Jon Hill regarding
specification changes he has made to
his VNB in order to make it more
suitable for modern road use. We
don’t often feature articles like this,
Ashley Lenton
but that’s not to say we shouldn’t have
more. A club such as this is constantly
treading the fine line between
conservation v preservation v
restoration v renovation, something
like Jon’s Vespa veering towards the
latter category. Part of this club’s remit
has always been to encourage the use
of old Vespas. The reality of modern
traffic conditions is that without a bit
Email:
of help from modern componentry to
boost power a bit, the smaller models,
technical@veteranvespaclub.com
in particular, will be rendered
unsuitable for anything other than
urban use where the traffic is slower.
Reliability is also an issue, leading us
into the area of things such as
electronic ignition kits for old engines.
You may advertise your
There’s a lot of potential for
discussion, so let’s hear what people
Vespa or other items for
think.
Technical
help
Website
The new PX
With dealers already taking orders,
there has been some speculation doing
the rounds as to whether the higher
price compared to the somewhat
improved LML versions will lead to
many sales. Those doubting the cachet
Website: www.veteranvespaclub.com
sale or wanted on the
forum, or even have
your bike featured. See
Members Bikes page.
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LETTERS
TO
Good copies
Dear Editor
Regarding Page 203 of the last edition and the
picture of the three Vespas in Southampton.
They were very good plastic copies, using
genuine seats, tail lights, badging and part floor
runners. There was a metal frame underneath
which held a genuine wheel and tyre in place.
They also seemed to sport real Italian no. plates.
It was an ice cream bar – gone now.
Bob Currie
Best of both worlds
THE
EDITOR
John Ladkin
Leslie Smith writes….
I regret to advise the of the recent death of one
of our founder members John Ladkin. John
was a leading member of the Leicester club and
took part in the original London to Brighton
run in
1964. John did the original run on his G model
which I purchased in 1988.In memory of John
I will ride it at the Surrey Vintage run in March.
I got to know him well as we travelled together
to the 1963 Eurovespa in Cortina d Ampezzo.
He was honest, reliable and a real gentleman.
Dear Editor
Firstly a bit of good news, the small frame ice cream parlour has sprung up in Meadowhall,
Sheffield. Although the combination of Christmas shopping and -8 temperatures didn’t lend
themselves to ice cream I can report that although fitted with what appear to be genuine trim
the bodies appear to be one piece fibreglass mouldings. So really it’s the best of both worlds,
Vespas in the public eye and no old bikes destroyed in the process!
Now speaking of destroying old bikes; for years I’ve felt guilty at ‘killing’ an old Sportique –
following the recent article I may need absolution. In about ‘79 I managed to gather enough
money (£15 if memory serves) to buy an old Vespa from a guy in the next village. It was exactly
the same shade of red/burgundy in the photo of the GT. It was still fitted with a rear carrier/rest
and leg-shield trim although these, together with the side panels and light rim had been sprayed
gold (aerosol – I didn’t even think matt gold was possible!). The scooter was sold at such a low
price because the floorboards were completely rotten. Nowadays an easy restoration but in ‘79
it was destined for the pit stacks and that’s where it reigned throughout the school summer
holidays; the tatty red paint soon gave way to a much more fetching Dulux blue and numerous
spills soon saw off the previously straight legshields. Its final demise came with a complete
gearbox seizure when the cush spring went. It languished for a while in my dad’s shed then
provided practice in dismantling a Vespa. Bits were sold off and what was left finally ended up
in skip at my dad’s work.
If helps with the historic record as its numberplate hung in the shed for many years I’m certain
of its registration; ‘ANW 7C’. My only defence (and it’s very poor one only capable of
understanding by a true Vespa nut) is the following year my mate and I sent an Italian GP 200
Electronic to its grave in a very similar fashion. That however involved a juvenile caution for
riding on the road without, well frankly, anything that made it legal and a kamikaze type stunt
into a flooded quarry.
I’m really very sorry – please tell me I probably destroyed something common!
Regards
Stan Bates
(Well it’s good to hear that real Vespas aren’t being destroyed in the cause of interior decoration.
With regard to the Grand Tourer, I don’t think there’s any point in regretting decisions that had a
rational economic basis at the time. Many people will have done similar things or worse; let’s hear
about them!. Ed)
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YET MORE ON THE
DOUGLAS-VESPA
GS 160
The article in the
last Journal has
stimulated more
interest than any
other that I can
remember.
After I had already
written an update
(elsewhere in this
issue) Lee Harris
kindly sent in pictures
of what appear to be a
couple more.
In fact, from the
available photographic evidence,
i t would appear that
the mod assault on
Brighton in 1964
included a contingent
of at least four
Douglas Vespa twotone GS160s.
One imagines that
Eric Brockway might
not have been too
impressed by this
revelation!
VVC EVENTS 2011
Cheddar: 5th-8th May
(Members only: Bookings Close 31st March)
Andover: 15th - 17th July
France: 8th - 12th September
AGM: 29th October
OTHER EVENTS 2011
19th March: Surrey Vintage Scooter Club
have their Vintage Douglas Vespa Run to Brighton,
Contact - Paul Carr via e mail:
surreyvintage@gmail.co.uk
2nd April: A Douglas 60th Anniversary Dinner at
The Angel Hotel, Leamington Spa
Contact - Les Smith via e mail:
smith.leslie@btinternet.com
Don't delay! Book your place
for Cheddar & Andover events
online at the VVC website
Alternatively contact Peter Rose
or Roger Smith
A few places still available
for Le Weekend
at Houlegate, Normandy
Contact Roger Smith or Bob Box
Website: www.veteranvespaclub.com
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THE
CHANGING
FACE OF THE
CLUB
The accompanying photos tell the
story of the Veteran Vespa Club.
The earliest one is of
a line of Rod/GL/GL2
models at our first rally.
The most recent is of a
line of the same
machines at a rally in
Germany last year.
“Same” means, in some
cases, actually the same
Vespas (as opposed to
merely being of a
similar type) in both
photos. In Germany –
and even Italy – interest
in early Douglas-built
Vespas is definitely
growing, and many
have departed our
shores
for
these
countries in the last few
years. Meanwhile, back
in their home country,
knowledge of these
models is limited to just
a handful of people – in
particular
Matthew
A few of the forty Rod, G and GL2 models that attended our first rally in 1964. Some of the
riders that day are still members, including Brian Edwards (second from left)
Phillips, Colin Bangs
and, of course. Bill
Drake.
Just
the
occasional example is to
be seen at our own
rallies,
which
are
otherwise filled with
every other sort of
Vespa imaginable.
The reasons for this
are enshrined in the
history of scootering in
An impressive line of Rod and G models still with their
original registrations seen in 2010. However, this picture
was taken at Munich and not in Britain!
222
this country. The boom
in classic car and motor
cycle restoration in the
seventies
was
not
immediately replicated
in the scooter world. On
the Vespa front, the
membership of the VVC
remained at a mere
thirty or so. The initial
surge of interest in the
earliest Douglas models
quite quickly declined,
being replaced by a
hard core of GS 150
enthusiasts that was still
small in number.
The later generation
introduced to scootering
via
Quadrophenia
gradually got involved
in proper restorations of
old Vespas, but their
interests were naturally
During the seventies the interest gradually swung in favour
of the GS 150. By the time of the Withdean rally in 1981,
the oldest Vespa present was a solitary GL2. There were
plenty of silver VS5s though. Amongst the members present
can be seen Chuck Swonnell (one of our most consistent
supporters over the last forty years) and also Ron Pym
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principally of the GSs
and SSs that reflected
mod
culture.
The
removal of import tariffs
within the EU in the
early nineties presented
a great opportunity. In
the course of a decade
or so just about every
unrestored GS or SS
was liberated from Italy,
a large proportion
ending up on these
shores where they acted
as a perfect substitute
for the original sixties
imports that had by now
rusted away in the
British
climate.
Naturally, this is a prime
reason why so many are
seen at VVC rallies now.
Meanwhile,
the
Italians had finally
woken up to what was
going on, but it was too
late. The horse had
bolted. They were,
however,
presented
with an opportunity
themselves. The now
neglected (in Britain)
Rod models etc, were
ripe for buying up
cheaply – the Italians, in
any case, having only a
passing interest in mod
culture and being far
more concerned about
fifties scooters. Ditto the
Germans, but more so.
Which leads us to the
current situation. Most
of the GSs (especially
the 160) and SSs seem
to have ended up over
here, while the early
Douglas Vespas are
departing rapidly. It is
possible to argue that
this does not really
matter, since a Rod
model in Germany will
receive a degree of care
and attention – and
sometimes restoration –
that is rarely the case in
this country. However,
though always a GS
enthusiast myself, I can
still appreciate that
these
Vespas
are
important both to the
history of Vespa and the
broader social history of
this country. Are any
others prepared to pick
up the cudgel?
AL
By the time the twenty first century was reached, SS180s had joined in the fun – as at
Brockham in 2005
Throughout the eighties interest in GS150s continued unabated, and by the end of the
decade this was extending to GS 160s too Here, at the blazingly hot Seaford event in 1989,
Bill Drake and Eric Brockway can be seen examining a line of GSs. By this point “mod”
style examples were starting to become accepted within the club
Website: www.veteranvespaclub.com
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BRIDLINGTON 2010
by Aubrey Hill
Traditionally
Bridlington has for
me signalled the
end of the practical
riding season.
I know that other
events go on into the
winter and beyond and
that the choice of event
is ever mind boggling,
as every club, organisation
and
carpet
bagger put on functions
vying for the scooterists
pound but as far as the
nationals go Bridlington
is it. Also traditionally it
is wet windy grey and
miserable, however this
year nothing could be
further from the truth.
The sun shone brightly,
the throngs of scooters
were out cruising the
sea front and everyone
was happy. For the first
time the whole of the
spa centre had been
handed over to the
custom
show
and
evening do. As usual the
standard of entries was
very high among them
could be spotted full on
customs, classics and
curiosities. I know that
this fine organ doesn’t
usually have a rally
report of this kind
however the purpose of
this rather long winded
introduction is that one
of our members a
certain
Mr
Chris
Wainwright organiser of
the superb Wakefield
rally was displaying a
224
couple of his scooters, a
Lam Lamb Lambre (it’s
no good my key board
keeps rejecting that
word) and his very, very
cute Vespa 50.
Having bumped into
Chris he said he was
only over for the day,
but never mentioned he
was exhibiting, and It
was not until later I
spotted
the
afore
mentioned scooters as
the crowds inside the
Spa were enormous,
and getting about was a
bit of a chore especially
as I needed to be in a
certain place at a
specific time so crowd
navigation was becoming a bit taxing to
say the least. The
judging of the show
scoots was a long time
coming and the prize
giving also, there is no
doubt that the judges
had their hands full and
the rewards for the hard
graft put in by the competitors was nothing to
be sneezed at quality at
both ends as it were.
But judging all done
Chris was in for a welldeserved trophy for the
little 50 .Well that just
about raps things up for
me this year, with
maybe the odd ride out
or three before the long
dark trudge till real
weather
puts
in
appearance for a single
day sometime in June.
(The appearance of both
of Chris’ scooters at a
show like this is, in its
own way, a further
indication
of
the
evolutionary nature of
scooter
appreciation.
There was a time when
neither of these scooters
would
have
been
sufficiently appreciated
to make it worthwhile
showing them. But the
gradual broadening of
interest beyond that
which is most obviously
collectable means that
they are now firmly in
play. A question to be
asked,
though,
is
whether scooter nostalgia will be permanently limited to twostrokes or if the day of
the restored ET4 is on the
horizon? Ed)
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THE DOUGLAS VESPA 125cc G MODEL
(1953–54) IN DETAIL
The 125cc Douglas Vespa ‘G’
model was a short-lived
replacement for the preceding Rod Model that has
rather faded from public
consciousness.
In essence, it is the earlier machine with a
Bowden cable gear change (much the same
as still used on the PX) replacing the
previous rather clumsy system of rod
linkages. Pontedera production had been
already been using a cable gear change for
two years, but this did not really bring the
Douglas version nearer to being up-to-date,
as Vespas with twin transfer port engines
had just reached the showrooms in Italy.
Still, some attempt was made to make the
sides of the frame look more modern by
minimising the depth of the characteristic
ridges in order to try and emulate the
An early G model with Rod type horncasting
and Douglas badge. Compare the ridges
on the side if the frame with those of the
adjoining Rod Model. The auxiliary fuel
tank is a period accessory
A later G Model showing the different horncasting
with no Douglas badge
Website: www.veteranvespaclub.com
smooth sides that had been a feature of
Pontedera production for a while. Whilst
partially successful, the outlines could still
be clearly seen. The short production run did
not allow time for many production changes,
but quite early on the horncasting pressing
was upgraded to the latest wider Piaggio
type with distinctive seams each side. The
familiar red and black Douglas badge on the
horncasting disappeared at the same time.
Also the pressed metal brake pedal changed
to the cast alloy type that became a
permanent feature of Vespas. Finally, there
was a new and larger rear light and a simpler
number plate holder. Total production was
3299 units, though only a handful seem to
have survived
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HANS STUCK
AND VESPA
The idea of having famous competition drivers as honorary club
members goes back a long time.
Brighton Vespa Club had Donald
Campbell filling such a role for a
while, and the VCB itself made
good use of its lengthy association
with Sir Stirling Moss. But you
don’t really expect such people to
actively involve themselves in the
organisation.
However, an exception to the rule was
Hans
Stuck.
The
famous pre-war Grand
Prix driver with Auto
Union had retired from
active competition by
1957, when he was
persuaded by Vespa
GAMBH (still trying to
rebuild the German
Vespa club after the
Hoffmann debacle) to
226
take his enthusiastic
GS ownership a stage
further. The late John
Gerber was actively
researching this subject and has left us the
following observations.
“Much of Augsburg’s
stunning
successes
during this period are
directly traceable to
their efforts to build the
VCVD and effort to
promote sport scootering (which GSs always
dominated). In 1958
the VCVD had about
135 local clubs and
4000 members. With
Vespa Augsburg’s help
these figures nearly
doubled to 250 local
clubs and 8000 members. Part of this was
due to the selection of
Hans
Stuck
–
Germany’s legendary
racing car champion –
as club president. More
than just a figurehead,
Stuck actively participated in scooter racing
events on his GS and
often won. Stuck helped
establish a VCVD Sport
Commission, which set
up
an
extensive
calendar of Vespa
sporting events and
awarded classy gold,
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silver, and bronze
medals for the major
events. Road trials were
the most common event,
followed by scrambles,
and hill climbs. But the
most famous events
were circuit racing
(often at the famous
Nuremberg Ring) and
24 hour endurance
runs. The VCVD also
played a key role in
establishing the European Master Championship in 1958 and
regularly sent teams to
compete in the leading
European Vespa sporting events of the era,
such as the Italian Tre
Mari and the Spanish
XX Provincias.
John Gerber”
Website: www.veteranvespaclub.com
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More on
Douglas Vespa
production
The various recent articles aimed
at tidying up some of the details
of the more obscure elements of
Douglas Vespa production has
generated all sorts of extra
information, so here is a summery
of it.
Talking first of all about the Grand Tourer, Lee
Harris has kindly sent in a photo of his, which, as
you can see, still maintains a good amount of the
oh-so-precious original paint. Although he has
successfully sourced most of the original
accessories, Lee is still looking for the right
flyscreen – the one you see being replicated as
best he can. The Grand
Tourer mentioned in
eBay is apparently still
in its original paint, so
there are definitely two
survivors.
Another
report has come in of
one being unwittingly
broken up (though not
recently) – see the
Letters Page.
The Douglas two
tone Silver Jubilee
Vespa displayed at the
1977 show turns out to
have been a Rally 200
prepared by Lens of
Shipley, from whom
one
Tony
Haigh
bought it. This Vespa
was later repainted in
different colours, and
is believed to have
been a one-off.
The piece on the
two- tone 160 has
generated an especially
big reaction. Dave
Marsh wrote in to say
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that his did indeed have a diamond pattern
around the speedo, and that the colours
were separated by a gold pin-stripe.
Someone recalls a Brighton dealer having
both colours in stock, while Stuart McNeil
has identified pictures of a blue and white
one on pages 15 and 86 of the Terry
Rawlings Mods book. A couple of people
have pointed out a section of a photo in the
Richard Barnes book that appears to show
two, though this picture is dated August
1964 which is earlier than any record I have
for them. In addition, in Eric Brockway’s
book there is a picture of two SS180s at
what appears to be the Douglas stand at a
1967 show. One of them has a two-tone
scheme remarkably like that of the Douglaspainted GS160. Was this a ‘one off’, or were
there more?
And then there’s the rather intriguing tale
of the Douglas Vespa GS 125. Eh? What?
Well, you’ll just have to take my word for
this. Many years ago I was in conversation
with the late Ernie Hendy at one of our
rallies, and he mentioned that one day
Douglas received from Pontedera a batch of
new GS150 frames. One imagines that these
were to get the service exchange scheme
going (which would date it to 1957), but I
can’t recall now if he actually said that this
was the case. Anyway, it was decided to use
three of these new frames in combination if
three engines from the 92L2 production line,
together with sundry GS parts from the
spares dept, to create a small batch of
prototype ‘GS 125s’. Since the carb
mountings are quite different on the 92L2
and GS engines, this would have involved
Douglas in some alterations to the internal
pressings of the frames.
The completed Vespas were apparently
used by Douglas staff for an extended period
and then just forgotten about. There must
have been more to it than this though, since
building three of something shows fairly
serious intent. As to why Douglas did it, they
may
have
been
influenced
by
Messerschmitt/Vespa Gmbh who were
already producing a rather similar Vespa as
the ‘150 Touren’. It is likely that had it gone
into production, the Douglas version would
have been called something other than ‘GS’.
Website: www.veteranvespaclub.com
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MATTHEW’S
GARAGE REVISITED
Since some time in the nineties, the
destination of choice on a Thursday
evening for those Vespa enthusiasts inthe-know has been Matthew Phillips’
residence in Worcester Park. Here
owners from all over the place
congregate to get a part fixed, or to see
if there is something that they want.
But mostly just to find out what is
going on in the Vespa world. Usually,
after a couple of hours, everyone
adjourns to the pub to continue things.
Although not officially VVC meetings,
but
complete
and for Eric Brockway and
there are always plenty of members
original – Rod Model. Ernie Hendy to use.
there as well as up to four committee
While they were
However, it was the
members present.
being prepared at the
Having gone every
week when I lived in
Croydon; these days it’s
a case of less frequent
trips up from the South
Coast, usually with our
230
Chairman. On this
occasion our attention
was diverted right from
the start by a van
parked outside. There in
the back was a faded –
number plate that was
startling – OYD 25.
When the first veteran
run was mooted back in
1963, Douglas immediately started to prepare
two ‘works’ machines
factory they attracted
quite a bit of attraction,
sometimes being used
for publicity shots.
Here you can see
Morecambe and Wise
larking about with Eric
Brockway on them. The
two Vespas appeared in
all our early rallies, and
in later years OYD 25
passed to Bill Drake.
Unfortunately it was
stolen about twelve
years ago, and he had
long given up all hope
of seeing it again. But,
incredibly, a call was
received from the DVLA
enquiring about the
Vespa, and this resulted
it being reclaimed in
virtually the same condition as when he last
saw it. Bill was actually
on his way home from
collecting it when he
stopped off at Worcester
Park. Sometimes it’s
good to be able to
report on something
that is just ‘good news’.
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Moving into the
garage itself, my eye
caught sight of a 152L2
with a very strange
background. Matthew
had recently unearthed
it from the basement of
a London dealer where
it had remained mostly
forgotten for half a
century. You wouldn’t
think that such a thing
would still be possible in
2011. What we seem to
have here is a new
service exchange frame
with a lot of used
mechanical components
– all found together.
The best guess that the
dealer – or anybody else
– could come up with
was that it was an
insurance job from
about 1960 that for
some reason never got
completed at the time.
Better late than never!
However, if anybody
has got a pair of side
panels with the original
Regal Red paint, then
Matthew would like to
hear from them.
The relative ease with
which this type of Vespa
can be fitted with a PX
motor means that there
are too few original spec
152L2s around, so it
will be nice to have
another.
The pictures tell their
own story – classic
Vespas
everywhere!
Those who have Journal
number 15 can see more
pictures from a previous
visit. One thing you can
be sure of is that every
time you go there is
something different to
see.
AL
Website: www.veteranvespaclub.com
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Motorcycle Live 2010
Although I ride scooters these
days I still maintain a passion
for all things motorcycling. As
Piaggio and LML were both
present at this years Carole Nash
show I felt it was my duty to go
and report back to the VVC.
The Piaggio stand
featured most versions
of the twist and go
Vespas, and the new
PX. Unfortunately this
was on a raised stand
so I could not get a
photo opportunity. It
was the same blue one
that has been seen in a
few publications (Have
they only got one?). I
did manage to speak to
a Piaggio rep, and the
simple reason the PX is
back, is that other
232
manufacturers are still
making two strokes.
With modern oils they
really aren’t that dirty;
a cat was fitted, so like
the LML 2T I suspect
most riders will replace
the exhaust with something like a Sito Plus to
release the full power.
LML had a strong
presence, showing both
the two and four stroke
machines in a variety
of colours and with a
range of bling to please
most tastes. I was able
to get a photo of me
sitting on a bright
yellow 4T. I must say
the build quality looks
good, they feel really
solid. I had a long chat
with one of the LML
staff, a fellow PX200
rider, so far the 4T
seems to be getting a
favourable customer
response.
Finally
on
the
scooter front I found
Neco Scooters, these
feature a modern
Honda clone twist and
go engine, and retro
styling. These are
imported through Eddy
Bullet with the 150
retailing at £1995. For
some reason we were
not allowed to sit on
these. Styling wise
these seem to hark
back to the VBB look, I
would not be surprised
if we start seeing these
on our roads very soon.
These
are
manufactured in China.
There is a general feeling that the Chinese
industry is where the
Japanese was way back
in the late 60’s. Unlike
the British industry, no
motorcycle
manufacturer can afford to
ignore China and hope
they will just go away.
On the whole this
was a good show with
lots of new models
from all manufacturers.
Tony Purdy
(I can’t help feeling that
Tony has been spun a bit
of a line regarding the
reintroduction of the PX ,
but it doesn’t really
matter. The fact that
Piaggio are taking quite
a few months to get the
production line going
again suggests to me that
they are tooling up for
renewed long –term
production rather that
just assembling a short
–run “special edition”
out of spares. Given that
the ET3 (along with
other Small Frames) was
still being made for
Japan as recently as
1999, will we get that
back too? Happy days
indeed. Ed)
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SOMETHING
DIFFERENT
Here we have some pictures of a
Vespa nicely restored by an
American enthusiast. It can be
safely identified as a Rally… er
Velocity... er..? Well what exactly is
it anyway? In fact, the legshield
scroll doesn’t lie – this really is a
late American sec SS180.
Examples of this model exported to the USA
up to late 1967 all had the usual sort of
headset with rectangular headlight that
everybody is familiar with. But then they
started being sent over with Primavera
headsets featuring a special deep headlight
rim just like the example shown here. Similar
headsets were subsequently fitted to other
models exported to the USA such as the Rally
and the Sprint. As to the reason why, the fact
that a special sealed beam headlight unit was
used may mean that it was a case of having to
adhere to new regulations in America.
Although the idea of combining a
Primavera headset with an SS frame may
sound a bit underwhelming, in actual fact I
think it works surprisingly well. Dare one say
that it even looks better than the usual
arrangement? As it happens, the original 150
Super – with similar legshield styling to the
Website: www.veteranvespaclub.com
SS – also featured a Primavera headset. The
Pavone Blue colour looks unfamiliar to us,
but Douglas did bring some over in 1967–8 in
addition to the usual red and white versions.
However, since sales were slipping badly at
this point, they never were a common sight.
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Out with the old; in with the new
I was intending this to be an
exploration
of
something
that
concerns every earnest rider of veteran
Vespas namely the matter of riding
something of exceptionally limited
performance on today’s packed and
impatient highways. Let’s face it, to
most people a scooter is at the bottom
of the vehicular food-chain, and the
distinction between something sedate
and classic, and something slow and in
the way, is one few drivers make.
A recent experience
up a long slow incline
into
a
ferocious
headwind on a teeming
‘A’ road brought matters
to a head for me and I
finally
resolved
to
explore the murky
world of – deep breath –
performance enhancements. I wanted more
power, not necessarily
more speed. 40 mph is
fine but stopping to
select first gear on a
seething ‘A’ road just
isn’t. So here’s a brief
outline of the solution I
opted for. I hope it’s of
some interest and/or
use to someone.
Of course I wanted to
retain as much as
possible of the original
look of the scooter,
especially the 8” wheels
so shoving in a PX
engine wasn’t an option.
I removed the original
engine and put it to one
side. Initially I planned
to simply replace this 3
speed 125cc VNB unit
with a 4 speed 150cc
VBB unit and to that
end I bought a suitably
worn out engine to
rebuild. I always prefer
to rebuild old engines
because you know
exactly what you’ve got
at the end of the day.
A
re-bore
was
required so I looked into
replacement pistons and
quickly discovered that
it was easier and
quicker to replace the
whole top-end. I further
discovered that for not a
whole lot more I could
have a Pinasco 177cc
Sito plus needed re-drilling to lift it, although I don’t think the end result
looks too out of place at all.
234
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top end. And there you
go, once you’ve started
where do you stop?
Well, as mentioned I
was looking for an
increase in power, in a
discreet package so (as
well all new bearings,
crank, etc to standard
spec) I went for the
following modest upgrades:
1: Pinasco 177cc top
end (iron barrel – the
aluminium option was
tempting
but
too
expensive).
2: Dell’Orto 24/24 carb
(as fitted to PX200)
3: Sito Plus exhaust
(these have a reputation
for increasing midrange power without
being over-loud or too
obvious visually)
4:
Malossi
clutch
springs (retro fitted)
its underside to allow it
to sit properly.
3: I had used the
original clutch springs
because I like a light
clutch, but these failed
to cope adequately
when used with higher
revs.
The
Malossi
springs cope but the
clutch
lever
is
noticeably heavier.
4:
Tuning
–
an
inevitable process of
trial and error with a
pocket full of jets.
Unfortunately
I
finished the initial
engine rebuild just as
the winter weather
came in so have not had
the chance to run the
engine in sufficiently to
be able to tune it
completely but the
current set up is as
follows:
B9HS Spark plug
(mostly open road
riding)
116 main jet (it came
with the carb and is OK
BE2 atomiser
55/160 pilot stack
Timing about 22-24
degrees
So what’s it like? I’m
very VERY happy, even
without it being fully
run in. Even limited to
half throttle it’s leagues
better than before. It
pulls
strongly
and
smoothly and is very
flexible in top gear, and
it purrs along at forty
without even trying. It
sounds good too, deep
and healthy. I don’t
doubt that once run in it
will have a faster top
speed than a VBB even
with
its
standard
gearing but I don’t want
to sit on a thrash-box,
I’m happy to do my forty
up hill and down dale
and know that when the
wind blows there’s a bit
of throttle left to deal
with
it.
Who
knows...with this kind
of performance I may
even get to a VVC event
on it!
Jon Hill
P.S. if anybody has an
original VBB gear selector
box cover in good condition
I’m looking for one (01974
282564).
Problems:
1: Sito Plus didn’t allow
enough room for stand
spring, especially after
I’d
re-drilled
the
mounting hole on it (the
Sito) to allow it to be
fitted closer to the
underside of the floor.
This was overcome by
the eBay purchase of a
narrower spring and by
moving its anchor point
on the scooter to the
exhaust
mounting
bracket thus allowing it
to sit better in the recess
pressed into the exhaust
for the purpose.
2: Bigger carb required
PX airbox and filter
(eBay). The airbox is a
very close fit and
required a little filing to
Website: www.veteranvespaclub.com
Noticeable changes include the PX200 airbox and larger bore exhaust pipe. The earlier
smaller carbs and airbox can be used with the current set-up if suitably jetted
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AROUND AND ABOUT
Renee Mietus is the proud owner of this 1959 VBA in very
original condition. Although finished in the standard Italian
home market metallic blue, the Dernfeld seat and original
UK registration identify it as one brought over when new by
Douglas and sold as a “New 150” model. This paint looks
like it should clean up well enough to be worth keeping
Tom Stubbe from Belgium has made a nice job of restoring
this 92L2
Another VBA as originally sold by Douglas has turned up in original condition. Once again retaining its Dernfeld seat, this
one is a rare survivor of a batch of turquoise ones that Pontedera made especially for Douglas
236
VVC Journal - No.43
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This picture of a coach built car body C1950 on an Ape chassis was found by Roger Smith
Richard Rawlins C1960
Website: www.veteranvespaclub.com
Stewart Simpson sent in this photo of one Christian Defert
on a round-the-world tour in 1957. Note the novel
positioning of the spare wheel.
237
VVC 46:Layout 1 02/02/2011 7:33 PM Page 22
CLUB AND SERVICES OFFICERS
President: Frank Brookes BEM
19, Ditchling Crescent,
Hollingbury, Brighton BN1 8GD
Honorary Vice-President:
Margaret Farquhar
11, Battle Court,Kineton. Warwickshire CV35 0LX
Chairman/Membership Secretary:
Roger Smith
20 Rookery Way, Seaford, East Sussex BN25 2TE
chairman@veteranvespaclub.com
membership@veteranvespaclub.com
(01323 491417)
General Secretary: Dick Smith
gensecretary@veteranvespaclub.com
Treasurer/Club Shop/Website Manager:
Peter Rose
28,Greenway, Letchworth, Herts SG6 3UG
treasurer@veteranvespaclub.com
Journal Editor/P.R./Club Regalia:
Ashley Lenton
13 The Promenade, Peacehaven,
East Sussex BN108QF
01273 579769
editor@veteranvespaclub.com
238
Club Registrar: Bob Box
clubregistrar@veteranvespaclub.com
Technical Advice Co-ordinator: Dave
Hawkins
9A Coronation Road, Cheltenham, Gloucs GD523DA
technical@veteranvespaclub.com
Registration Certificate Registrar: Bill Drake
23 Archers Road, Eastleigh, Hampshire SO50 9AQ
vesparegistration@veteranvespaclub.com
Committee members:
Paul Hart
paulh@veteranvespaclub.com
Paul Carr
paulc@veteranvespaclub.com
VETERAN VESPA CLUB
HALL OF FAME
1: Frank Brookes
2007
2: Margaret Farquhar
2007
3: Brian Freehold
2007
4. Brian Edwards
2008
5. Vi Edwards
2008
6: Bill Drake
2009
VVC Journal - No.43
VVC 46:Layout 1 02/02/2011 7:33 PM Page 23
CLUB GEAR
All of the following items are available from the Editor. Please note that prices are exclusive of p&p
Journal binder. Takes 12
issues plus index – £4.50
VVC club badge
– £23
2010 Dieppe badge
– £26
WANTED
Milverton
Saddle
for 1954 Vespa GL2.
Any info welcome.
2010 Tring rally badge,
£26
Phone 01600 715593
or email
reynoldsfamilymonmouth
@hotmail.co.uk
WEBSITE
ALTERATIONS
If you change your personal
details, don't forget you need
to change your Profile on the
VVC website. This includes if
you change your email address,
or else you will not be able to
access the web site or receive
any email circulars from VVC.
Peter Rose
Website: www.veteranvespaclub.com
MAGAZINES FOR SALE The Motor Cycle 1961-1964
Motorcycle, Scooter & Three
Wheeler Mechanics 1962–1973
Bike
Classic Bike
Motorcycle Sport
Many other titles
Price negotiable. Buyer collects
Phone Monmouth 01600 715593
239
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